Zig zag (railway)

A railway zig zag or switchback is a railway operation in which a train is required to switch its direction of travel in order to continue its journey. While this may be required purely from an operations standpoint, it is also ideal for climbing steep gradients with minimal need for tunnels and heavy earthworks.[1] For a short distance (corresponding to the middle leg of the letter "Z"), the direction of travel is reversed, before the original direction is resumed.[2] Some switchbacks do not come in pairs, and the train may then need to travel backwards for a considerable distance.

For the Australian heritage railway, see Zig Zag Railway.
Australia: the Lithgow Zig Zag
Germany: zig zag required to cross the outer dyke on the railway serving the island of Nordstrandischmoor
India: the Darjeeling Himalayan Railway, a UNESCO World Heritage Site, with six full zig zags
Italy: zig zag on the Cecina-Volterra railway
Japan: Obasute Station platform sign displaying the switchback
North Korea: switchback between Tanballyŏng and Malhwiri
Switzerland: SBB A 3/5 on the turntable at Chambrelien railway station

A location on railways constructed by using a zig-zag alignment at which trains must reverse direction to continue is a reversing station.[3]

One of the best examples is the Darjeeling Himalayan Railway, a UNESCO World Heritage Site railway in India, which has six full zig zags and three spirals.[4]

Advantages

Zig zags tend to be cheaper to construct because the grades required are discontinuous. Civil engineers can generally find a series of shorter segments going back and forth up the side of a hill more easily and with less grading than they can a continuous grade, which must contend with the larger scale geography of the hills to be surmounted.

Disadvantages

Zig zags suffer from a number of limitations:

  • The length of trains is limited to what will fit on the shortest stub track in the zig zag. For this reason, the Lithgow Zig Zag's stubs were extended at great expense in 1908.[5] Even then, delays were such that the zig zag had eventually to be bypassed by a new route, opened two years later.
  • Reversing a locomotive-hauled train not purposely equipped for push-pull operation without first running the engine around to the rear of the train can be hazardous – although operating the train with two locomotives, one at each end (a practice known as "topping-and-tailing"), can mitigate the dangers.
  • The need to stop the train after each segment, throw the switch, and then reverse means that progress through the zig zag is slow.
  • Passenger cars with transverse seating force riders to travel in reverse for at least part of the journey, though this issue is largely solved by longitudinal seating on cars serving such routes.[6]

Hazards

If the wagons in a freight train are marshaled poorly, with a light vehicle located between heavier ones (particularly with buffer couplings), the move on the middle road of a zig zag can cause derailment of the light wagon.[7]

Examples
  • Chile
    • Pisagua – Three reversals; long out of use but earthworks easy to trace
  • Denmark
    • Lemvig – Small side track from the harbor to the railway station, used only on special occasions. In reality only half a 'Z' as only one reversal is needed.
  • India
    • Darjeeling Himalayan Railway has six full zig zags and 3 spirals, most are from the construction of the current railway but one was added in the 1940s and at least one other was used temporarily following storm damage
    • Matheran_Hill_Railway has three zig zags and one "kiss tunnel", said to be only long enough for a single kiss in the darkness.
  • Indonesia
    • Jalur kereta api Cikampek–Padalarang Dutch East Indies made this line to shorten the travel time between the two biggest cities Jakarta and Bandung it was home to some of the most powerful steam locomotive in Java the SS 1200 made by ALCO or the Indonesian class Lokomotif DD50
  • Mexico
    • Ferrocarril Noroeste de México, between Juan Mata Ortiz to Chico
  • Myanmar (also known as Burma)
    • Passenger line between Thazi and Kalaw, with four switchbacks; still in use
    • Passenger line between Mandalay and Lashio
  • North Korea
    • Kanggye Line, between Hwangp'o and Simrip'yŏng stations
    • Kŭmgangsan Electric Railway, between Tanballyŏng and Malhwiri (Kŭmganggu) stations. Entire line destroyed during the Korean War and not rebuilt
    • Paengmu Line, between Yugok and Rajŏk stations, and at Samyu station (station is located on a single reverse)
    • in addition, there are numerous switchbacks on spurs into underground facilities located off main lines.
  • South Africa
    • Tierkrans Switchback Railway, between Barkley East station and Aliwal-North station. For economic reasons regular service was finally discontinued in 1991. Railway enthusiasts also know the line for the famous set of eight reverses.
  • South Korea
    • Yeongdong Line, between Heungjeon station and Nahanjeong station. This section closed in 2012 and replaced by Solan tunnel
  • Sweden
    • Lövsjöväxeln (Lövsjö points) on Hällefors-Fredriksbergs Järnvägar (1875–1940)[9]
    • Visby harbour från Visby station, 32 meters of difference, (1868-1962),[10]

References
  1. Raymond, William G. (1912). "Railway Engineering" (Google books). In Beach, Frederick Converse (ed.). The Americana: A Universal Reference Library, Comprising the Arts and Sciences, Literature, History, Biography, Geography, Commerce, Etc., of the World. Vol. 17. New York: Scientific American Compiling Department. Retrieved 3 January 2010. High mountain levels … may be tunneled … but … may be reached by one of several methods adopted to secure practical grades: (1) Zig-zag development … (2) Switchback development … (3) Spirals or loops …
  2. Raymond 1912. "Switch-back development … necessitating the use of switches at these ends and the backing of the train up alternate stretches."
  3. Jackson, Alan A. (2006). The Railway Dictionary (4th ed.). Stroud: Sutton Publishing. p. 285. ISBN 0-7509-4218-5.
  4. "Mountain Railways of India". UNESCO World Heritage Centre. Retrieved 30 April 2006.
  5. "The Zig-Zag Deviation". The Dubbo Liberal and Macquarie Advocate (NSW : 1892–1927). NSW: National Library of Australia. 5 December 1908. p. 4. Retrieved 17 February 2013.
  6. Vielbaum, Walt; Hoffman, Philip; Ute, Grant; Townley, Robert (2005). San Francisco's Market Street Railway. Arcadia Publishing. pp. 86–87. ISBN 9780738529677.
  7. "The Railway Accident on the Zig-zag". Bathurst Free Press and Mining Journal (NSW : 1851–1904). NSW: National Library of Australia. 10 April 1895. p. 3. Retrieved 19 February 2013.
  8. "Historical and Archaeological Assessment of Proposed Cycleway, Near Thornleigh Quarry, Via De Saxe Close, Thornleigh (Berowra Valley Regional Park), N.S.W." (PDF). The construction of the railway siding and zig-zag to the quarry and also Hall’s Camp were associated with Amos & Co, who won the contract to build the section of railway from Strathfield to Hawkesbury River. Edward Higginbotham & Associates PTY LTD. March 2002. Retrieved 19 November 2017.
  9. "Bang rdsskisser SVJ/HFJ". www.ekeving.se.
  10. "Bandel 660". www.historiskt.nu. Retrieved 19 November 2020.
  11. Callwell, Robert (September 1999). "Transit in San Francisco: A Selected Chronology, 1850–1995" (PDF). San Francisco Municipal Railway. p. 90.
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